Quick release dropout and wheel hub assembly

ABSTRACT

The present invention relates generally to bicycles, and more particularly to front wheel hub assemblies for bicycles and motorcycles. Specifically, the present invention provides a novel wheel hub assembly for connecting a wheel rim to the front fork of a bicycle or motorcycle, with this same wheel hub assembly comprising an oversized single member hub-axle assembly for attachment to a fork dropout having an enlarged opening. The wheel hub assembly according to the present invention comprises an axle (or axles), a bearing assembly, a hub having flanges for connection to the wheel rim (e.g., via spokes), and a quick release clamping mechanism for securing the wheel hub assembly to the front forks of the bicycle. Additionally, the present invention provides a wheel hub assembly having an axle with an increased diameter and a dropout with an increased size at the axle/dropout interface in order to yield a more rigid interface between the wheel and fork, and provides a more stable bicycle.

FIELD OF THE INVENTION

The present invention relates generally to bicycles and motorcycles, andmore particularly to front wheel hub-axle assemblies for the same.Specifically, the present invention provides a novel wheel hub assemblyfor connecting a wheel rim to the front fork of a bicycle or motorcycle,with this wheel hub assembly comprising an oversized single memberhub-axle assembly for attachment to a fork dropout having an enlargedopening.

BACKGROUND OF THE INVENTION

The present invention has particular application to bicycles referred toas mountain bikes or trail bikes which are typically ridden over roughterrain and/or on steep uphill or downhill slopes. The invention is alsoapplicable to motorcycles commonly referred to as dirt bikes.

As is typical for all conventional bicycles and motorcycles, the frontwheel is the steering wheel, that is, it controls the steering of thebicycle or motorcycle. The conventional apparatus used to perform thissteering is described below. First, steering handles, or handlebars, areinterconnected to the wheel through a fork. The fork typically hasparallel legs that extend upward from each side of the wheel axle andconnect at the top of the wheel to a central steering tube which is, inturn, attached to the handlebars. The central steering tube is rotatablymounted to the frame of the bicycle in a manner that supports the frameon the wheel's axle while permitting rotation of the central steeringtube and thus allowing the front wheel to turn relative to the frame ofthe bicycle or motorcycle.

Additionally, it is conventional in the bicycle industry to use“quick-release” mounting devices or hubs for attaching the front wheelto the end piece of each leg of the bicycle front fork. Such end piecesare commonly referred to as dropouts. The use of these quick-releasemounts is so commonly in bicycles because they facilitate removal of thewheel for repair, transport, storage, anti-theft, etc.

Further, of particular concern to the “off-road” bicycle rider is thejolting of the front wheel as disturbances in the ground surface, suchas rocks, holes, or vertical drops, are encountered. This jolting istransferred to the rider through the wheel, fork, steering tube,steering handles, and ultimately the rider's arms. In addition to thepotential discomfort to the rider, there is the added concern forsafety. That is, the steering handles become difficult to control at theinstant of a severe jolt being experienced by the rider through thehandles.

To overcome this problem of severe jolting, designers of trail andmountain bikes have developed front wheel, shock absorbing suspensionsystems. These shock absorbing systems have fork legs that include arigid rod (or inner tube), which is slidable within a rigid sleeve (orouter tube) and a biasing member which can operate pneumatically,hydraulically, elastomerically or with metallic springs, positionedwithin the rigid sleeve to achieve the “shock-absorbing” action. Thebiasing member extends the fork rods relative to the sleeves, and asobstacles are encountered by the front wheel, the biasing members of thefork's rigid sleeves collapse as the slidable rods are compressed in thesleeves, thereby absorbing the severe jolt. Additionally, the slidingrod may have a slight degree of rotatability within the sleeve.

Therefore, when an obstacle is encountered directly, the forces aresubstantially in the same axis as is the fork/suspension system, and theslidable rods are typically displaced uniformly. However, duringcornering or other maneuvering, the forces are not in the same axis asthe suspension such that torsional and lateral stresses are created, andtypically one of the rods is compressed or displaced into thecorresponding sleeve more so than the opposite rod. Because the slidablerod has a slight degree of rotatability within the sleeve, high stressesare created at the dropout-to-axle connection when lateral and torsionalforces are applied to the wheel in contact with the ground, such as incornering.

Also, when brakes are applied in stopping or cornering, the brakes pushoutward and a large amount of torsion acts on the lower two fork tubes.The resistance to this torsion is mainly provided by the wheel axle andthe brake arch. Thus, increased rigidity and strength are highly desiredat the wheel axle and/or brake arch.

Conventional wheel axles are typically 9 mm in diameter and aredetachably mounted to a wheel hub which is typically 20 mm in diameter.With rigid front fork designs (i.e., nonsuspension forks), this is agenerally acceptable design because the resistance to the torsionalstresses is absorbed through the wheel, fork, steering tube and steeringhandles in addition to the wheel hub assembly and brake arch. On theother hand, with a front fork suspension system the stresses aredifferent. While uniform compressions relieve stress on the wheel, fork,steering tube, and steering handle, unbalanced compressions, such asfrom cornering and maneuvering, the stresses on the wheel axle are high.Therefore, increased rigidity and strength in the wheel axle is highlydesirable for off-road bicycles and motorcycles, particularly those withfront suspensions.

A typical wheel hub assembly for a bicycle or motorcycle includes anaxle (or spindle), a hub and bearings (or hub-bearing assembly). Inconventional assemblies, the axle is separate and removable from thehub-bearing assembly. Also, conventional fastening systems for attachingthe hub-bearing assembly to the axle include received-in threaded holesin a flange on the spindle. Such a conventional system is disclosed inWilson et al. U.S. Pat. No. 5,238,259 (Wilson). Wilson disclosesadjustable dropouts which mount the wheel on the fork assembly where thefastener is removed to permit the shoe installed in the bore to haveaxial movement. Wilson also discloses an axle including a known quickrelease and clamp mechanism and operation of the lever to force an endnut toward a lock nut to thus force the end nut and lock nut against therecesses on a bracket to thus lock the axle to the bracket.Simultaneously, a spacer will be forced toward the locknut to thus forcethe locknut against the surface of the shoe and the spacer will beforced against the opposite surface of the shoe to lock the axle to theshoe. The fastener is then threadably inserted to clamp the shoe inposition in the bracket to complete the mounting of the wheel to thefork.

Another conventional fastening system is disclosed in Pong et al. U.S.Pat. No. 5,390,947 (Pong). Pong discloses a device for fastening thewheel to the axle which includes a split tapered collet received betweentapered surfaces on the wheel hub and the wheel attachment portion ofthe axle and a releasable latch mechanism for retaining the collet in aseated relation on the tapered surfaces.

Furthermore, an additional concern for bicycle riders is the weight ofthe bicycle. A lighter bicycle is more desirable because it takes lessexertion on the part of the rider to power and maneuver. As such,manufacturers of high-end performance bicycles and bicycle componentsare continuously upgrading their bicycles and components to decrease theoverall weight of the bicycle. This has typically been accomplished inat least three ways. One is to use lighter materials such as aluminumalloys and carbon-graphite components. Another is to decrease theoverall number of components that comprise a bicycle. Yet another is todecrease the thickness of the components used without sacrificing theirstrength.

Typically, wheel hub assemblies comprise a hollow through axle with apair of annular bearing assemblies concentrically positioned over theaxle and a hollow cylindrical shell, positioned so as to prevent inwardmovement of the bearing assemblies. Other wheel hub designs utilize ahollow shell having raised ends (or flanges) that is positioned over theaxle between the bearing assemblies, with the hub being attached to thewheel at the raised ends by spokes or some other attachment means. Stillother designs use attachment rings to attach the wheel hub to the wheelrim and axle, and to separate the bearings. These designs use a hollowshell positioned over the axle to prevent inward movement of theattachment rings.

A further concern to the bicycle rider is ease of repairs when the fronttire becomes, for example, punctured and repairs must be made in thefield. With typical designs, the axle may become separated from thewheel hub assembly during such repairs. When this occurs, foreignparticles may enter the bearing assembly, and thereby cause the wheelhub to fail.

Accordingly, it is desirable to have a wheel hub assembly for bicyclesand motorcycles which includes the axle, hub and bearing in a singlecomponent. There is also a need for a wheel hub assembly which providesincreased rigidity over conventional wheel hub assemblies. There is yeta further need for a wheel hub assembly designed such that the weightwould be less than conventional wheel hub and axle systems.

SUMMARY OF THE INVENTION

The present invention provides a single piece wheel hub assemblycomprising a hub, bearing and axle all-in-one design, as well asproviding an improved interface between the front fork dropout and thewheel hub assembly. The present invention accomplishes this by (1)increasing the axle diameter above the conventional 9 mm, preferably toa diameter of 20 mm; and (2) eliminating the conventional two piecedesign of the hub and axle by press fitting the hub over the axle withthe bearing assembly fixed within the hub.

This increased axle diameter and correspondingly increased dropoutinterface according to this invention yields a more rigid axle,overcomes the disadvantages of the conventional hub and axle assemblies,and imparts more stability to the rider. In conjunction with this widerdropout, there is an increase in the surface area between the axle andthe dropout, also adding to the further stability of this completely newinterface.

As previously mentioned, high torsional stresses occur at thedropout-to-axle interface, particularly in front suspension bicycleswhen cornering or maneuvering. To impart additional stability, rigidityand strength, the present invention provides an axle diameter largerthan the industry standard of 9 mm. Preferably, the axle diameter is 20mm, as a synergistic improvement in rigidity is achieved as the axlediameter increases to 20 mm. This discussed in further detail below.

Yet another object of this invention is to provide a single wheel hubassembly, including the axle, hub and bearing, to provide increasedstrength and stability of the wheel hub assembly. Another benefit of thesingle piece is the decreased weight of the wheel hub assembly. Yetanother advantage of this design is that when the wheel is dismountedfrom the bicycle, the axle cannot separate from the hub, therebypreventing any foreign particles such as dirt from entering the hub anddamaging the bearings. And still another advantage is that separatecomponents could be combined at the front wheel hub of the bicycle.

Furthermore, whereas conventional hub and axle assemblies utilize adevice to detachably fasten the axle to the hub, the present inventionpermanently fastens the hub to the axle. The single wheel hub assemblycan be press fit using conventional means in the machining industry.

These and other advantages of the present invention will become morethoroughly apparent through the following description of the preferredembodiments and the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

A further understanding of the present invention can be obtained byreference to a preferred embodiment set forth in the illustrations ofthe accompanying drawings. Although the illustrated embodiment is merelyexemplary of systems for carrying out the present invention, both theorganization and method of operation of the invention, in general,together with further objectives and advantages thereof, may be moreeasily understood by reference to the drawings and the followingdescription. The drawings is not intended to limit the scope of thisinvention, which is set forth with particularity in the claims asappended or as subsequently amended, but merely to clarify and exemplifythe invention.

For a more complete understanding of the present invention, reference isnow made to the following drawings in which:

FIG. 1 shows a perspective view of a preferred embodiment of a frontwheel hub assembly according to the present invention, indicating theinterconnection with a front fork assembly;

FIG. 2a shows a top view of a front wheel hub assembly in accordancewith the present invention;

FIG. 2b shows a top view of an alternate embodiment of a front wheel hubassembly in accordance with the present invention, including a mountingmeans for front disc brakes;

FIG. 3 shows an end view of the front wheel hub assembly shown in FIG.2a;

FIG. 4 shows a cross-sectional view of an embodiment of the front wheelhub assembly shown in FIG. 1, depicting an inner connecting tube and twoseparate axles as they are interconnected within the wheel hub assembly;

FIG. 5 shows a cross-sectional view of an alternate embodiment of thefront wheel hub assembly shown in FIG. 1, showing a single through-axle;

FIG. 6 shows a perspective view of the front wheel hub assembly shown inFIG. 1 including a quick release mechanism in accordance with thepresent invention; and

FIG. 7 shows a cross-sectional view of another alternate embodiment ofthe front wheel hub assembly shown in FIG. 1, showing a quick releasemechanism in accordance with the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As required, a detailed illustrative embodiment of the present inventionis disclosed herein. However, techniques, systems and operatingstructures in accordance with the present invention may be embodied in awide variety of forms and modes, some of which may be quite differentfrom those in the disclosed embodiment. Consequently, the specificstructural and functional details disclosed herein are merelyrepresentative, yet in that regard, they are deemed to afford the bestembodiment for purposes of disclosure and to provide a basis for theclaims herein which define the scope of the present invention.

The following presents a detailed description of a preferred embodimentof the present invention. As discussed above, the present inventionrelates generally to bicycles, and more particularly to front wheel hubassemblies. Specifically, the present invention provides a novel wheelhub assembly for connecting a wheel rim to the front fork of a bicycleor motorcycle, with this wheel hub assembly comprising an oversizedsingle member hub-axle assembly for attachment to a fork dropout havingan enlarged opening. Reference is herein made to the figures, whereinthe numerals representing particular parts are consistently usedthroughout the figures and accompanying discussion.

With reference first to FIGS. 1 and 4, a wheel hub assembly 100 is shownin accordance with the present invention. As indicated by the dashedlines, wheel hub assembly 100 is generally suited to be interconnectedto a front fork assembly (i.e., for use with a bicycle or motorcycle).In a preferred embodiment, wheel hub assembly 100 comprises: hub 20having flanges 21 and 22; independent axles 11 and 12 (or axle 10 (seeFIG. 5)); connecting tube 30; bearings 40 and 42 (see FIG. 4); washers41 and 43; and bearing caps 13 and 14. Bearings 40 and 42, according tothe present invention, may comprise any of a plurality of known bearingassemblies. Also, hub 20 comprises flanges 21 and 22 which extendoutwardly from the axis of hub 20 and have a plurality of holes 25 whichprovide for connection to a wheel rim via conventional means such asspokes.

In one embodiment of the invention, axles 11 and 12 are preferably pressfit onto connecting tube 30 and positioned axially within hub 20.Bearings 40 and 42 are then cylindrically placed on axles 11 and 12,respectively, and press fit between axles 11/12 and hub 20 as shown.Washers 41 and 43 are positioned adjacent to bearings 40 and 42,respectively, such that bearings 40 and 42 are completely covered.Washers 41 and 43 protect bearings 40 and 42 from any particles, such asdirt, pebbles, etc., entering bearing 40 or 42, thereby significantlydegrading or damaging bearings 40 and/or 42. Next, bearing caps 13 and14 are press fit onto axles 11 and 12 respectively until they areadjacent to washers 41/43 such that they hold washers 41/43 and bearings40/42 securely in place between hub 20 and axles 11/12. Optionally,grease or other lubricant is used in bearings 40/42 and on washers 41/43in order that rotation of axles 11 and 12 may occur without obstructionand with minimal friction. Also optionally, bearing caps 13 and 14 mayhave openings on the surface adjacent to washers 41 and 43 in order tominimize the contact surface area therebetween and in turn minimize thefriction created during rotation of axles 11/12.

Importantly, two features of the present invention which are not readilyapparent from any of the drawings are that hub 20 and axles 11/12 arespecifically designed with a much greater diameter than in conventionalhubs in order to provide the increased strength, rigidity and stabilitythat are desired in off-road riding.

Next, referring specifically to FIG. 1, as indicated by the dashedlines, wheel hub assembly 100 is generally shown to be interconnectedwith a front fork assembly comprising forks 83/84 (e.g., rigid orsuspension) having dropouts 80/82 (e.g., molded or independentlysecured). Preferably, a quick release fastening mechanism (as shown inFIGS. 6 and 7) is used to secure wheel hub assembly 100 to dropouts80/82. Optionally, as shown in FIG. 3, edges 15/17 of bearing caps 13/14may be grooved so that when the quick release mechanism is closed (i.e.,engaged), wheel hub assembly 100 is firmly secured in dropouts 80/82,with end caps 61 and 62 forced toward each other, enclosing the outerends of axles 11/12. The grooved edges 15/17 provide high frictionbetween bearing caps 13/14 and the inner edges of dropouts 80/82 toprevent wheel hub assembly 100 from “slipping” out of dropouts 80/82.

Also shown in FIG. 1, wheel hub assembly 20, in accordance with thepresent invention, comprises flanges 21 and 22 each having a pluralityof holes 25 for interconnection to a conventional wheel rim viaconventional spokes. Each hole 25 is preferably tapered such that theinside diameter of the hole is less than the diameter of the hole oneither side of flange 21 and 22. However, it will be appreciated thateither or both ends of holes 25 may be tapered. Also, holes 25 need notbe tapered, nor need they be holes at all —other openings may be used,such as grooves or slots, to facilitate attachment of the wheel hubassembly 100 to the wheel rim. Lastly, flanges 21 and 22 can be eitherannular as depicted in FIG. 1, or they can be individual tabs to attachthe wheel hub assembly 100 to the wheel rim. In a preferred embodiment,flanges 21 and 22 are annular.

Referring next to FIG. 2a, an embodiment of wheel hub assembly 100according to the present invention is shown. FIG. 2a demonstrates thatthe size and shapes of flanges 21/22 and bearing caps 13/14 can varysignificantly in accordance with this invention. Also shown is line 3—3which indicates an end view of wheel hub assembly 100 (see also FIG. 3).Depicted in FIG. 3 are outer edges 15/17 of bearing caps 13/14 which areoptionally grooved to firmly secure dropouts 80/82 as described above.

Turning now to FIG. 2b, an alternate embodiment of the present inventionincludes a disc brake receiving mechanism 95 which can be incorporatedinto wheel hub assembly 100 between flange 22 and bearing cap 14 asshown. Disc brake receiving mechanism 95 contains a plurality ofthreaded holes 96, as indicated by the dashed lines in FIG. 2b whichextend through receiving mechanism 95 and flange 22. Bearing 42 (seeFIG. 4), instead of being positioned within hub 20 at flange 22, wouldin this embodiment be positioned within receiving mechanism 95 such itinteracts with washer 43 and bearing cap 14 during rotation of axles11/12 as described above.

Referring now to FIG. 4, shown is a cross-sectional view of anembodiment of the front wheel hub assembly shown in FIG. 1. Morespecifically, FIG. 4 shows a three piece axle assembly, a novel featureof this invention, comprising axles 11 & 12 and connecting tube 30.Typically, wheel axles have been made as single through-axles comprisingone solid piece. In addition, as conventional axles have always beenmade at a diameter of only nine (9) millimeters (9 mm), they had to besolid axles in order to provide sufficient strength to handle thevarious loads applied to it during use. On the other hand, with the newincreased diameter axle (preferably twenty (20) millimeters (20 mm)),not only can the axle be made with a greater diameter, it no longerneeds to be a solid component. Also, the axle may comprise threecomponents, as shown in FIG. 4. The assembly of this three componentaxle has been described in detail above.

Further, as previously described, axles 11/12, whether separate or asingle through-axle, preferably have an outside diameter greater thanthe conventional 9 mm. According to the preferred embodiment of thisinvention, the axle diameter is 20 mm. However, it should be noted thatany diameter greater than 9 mm, and more preferably greater than twelve(12) millimeters (12 mm), provide increased strength, rigidity andstability of the interconnection of wheel hub assembly 100 with dropouts80/82. Specifically, an analysis between a conventional 9 mm axle andthe 20 mm axle of this invention (provided in detail below) shows suchincreased strength, rigidity and stability. Preferably, axles 11 and 12are made of strong, lightweight and highly durable material, includingmetals such as titanium, aluminum, etc., and composites such asgraphite, etc.

Turning next to FIG. 5, shown is an alternate embodiment of the largerdiameter hub and axle according to the present invention. As depicted,axle 10 (as compared to axles 11/12 previously described) may be aconventional single through-axle which is either solid or hollow (i.e.,having a central axial cavity)—preferably axle 10 is hollow and has adiameter of 20 mm. Also, in this embodiment of the invention, axle 10 ispositioned axially within hub 20, while bearings 40 and 42 are axiallypositioned around the ends of axle 10 and press fit between axle 10 andhub 20 until they are adjacent to exterior lips (or edges) 9/9′ of axle10, as shown. Washers 41 and 43 are positioned adjacent to bearings 40and 42, respectively, such that bearings 40 and 42 are completelycovered. Again, washers 41 and 43 protect bearings 40 and 42 from anyparticles, such as dirt, pebbles, etc., entering bearing 40 or 42,thereby significantly degrading or damaging bearings 40 and/or 42. Next,bearing caps 13 and 14 are press fit onto the ends of axle 10 until theyare adjacent to washers 41/43 such that they hold washers 41/43 andbearings 40/42 securely in place between hub 20 and axle 10. Optionally,grease or other lubricant is used in bearings 40/42 and on washers 41/43in order that rotation of axle 10 may occur without obstruction and withminimal friction. Also optionally, bearing caps 13 and 14 may haveopenings on the surface adjacent to washers 41 and 43 in order tominimize the contact surface area therebetween and in turn minimize thefriction created during rotation of axle 10 with respect to hub 20.

Additionally, it is preferable that the hollow, single through-axle 10be mounted to dropouts 80/82 using conventional quick release securingmechanisms as described below in reference to FIGS. 6 and 7. Optionally(and not shown in the figures), conventional nuts or other threadedfastening devices may be used in accordance with the present invention.On the other hand, if axle 10 is solid, its ends would preferably bethreaded and long enough to extend beyond the outer edges of dropouts80/82 such that the threaded ends could receive nuts or other threadedfastening devices, which would require conventional tools to betightened and/or loosened.

Referring now to FIG. 6, shown is a perspective view of the front wheelhub assembly shown in FIG. 1 including a quick release mechanism inaccordance with the present invention for securing wheel hub assembly100 to dropouts 80/82 in a manner such that they may be quickly andeasily removed, while providing the strength, rigidity and stabilityneeded for off-road riding. As shown, dropouts 80/82 are attached toforks 83/84 (either rigid or suspension—preferably suspension),respectively, with fork 83 and dropout 80 (and similarly fork 84 anddropout 82) either comprising a single molded piece or comprising twoseparate and independent pieces securably fastened together (e.g., byscrews, etc.).

As indicated by the dashed lines, wheel hub assembly 100 is generallysuited to be interconnected to dropouts 80/82. As described above, in apreferred embodiment of the present invention, wheel hub assembly 100comprises hub 20 having flanges 21/22, independent axles 11/12 andconnecting tube 30 (see FIG. 4) or single through-axle 10 (see FIG. 5),bearings 40/42 (see FIGS. 4 & 5), washers 41/43 (see FIGS. 4 & 5), andbearing caps 13/14. In one embodiment (described above), axles 11/12 arepress fit onto connecting tube 30 and positioned axially within hub 20.Alternatively, single through-axle 10 is used which is positionedaxially within hub 20. In either embodiment, bearings 40/42, washers41/43 and bearing caps 13/14 are positioned as described above withreference to FIGS. 4 and 5.

Generally, to mount a wheel assembly onto a fork assembly comprisingforks 83/84, axle 10 (or axles 11/12) of wheel hub assembly 100 isinserted into the slots provided by dropouts 80/82. Then a fasteningmeans is used, preferably a quick release and clamp mechanism as shownin FIGS. 6 & 7, wherein rotation of lever 64 on pivot 65 as indicatedwill force end nuts 61/62 toward the ends of axle 10 (or axles 11/12).Each end nut 61/62 are provided with recesses into which the ends ofaxle 10 (or axles 11/12) enter when the quick release clamp mechanism isengaged (or closed). This, in turn, forces end nuts 61/62 againstdropouts 82/80, respectively, which lock axle 10 (or axles 11/12) inconnection with forks 83/84. It will be appreciated that there may besome frictional resistance to moving lever 64 axially as required whichmay cause a deflection in either or both forks 83/84. The mounting ofthe wheel to the fork assembly 83/84 is then complete.

Additionally, as shown in both FIGS. 6 and 7, the quick releasemechanism comprises rotatable lever 64, pivot 65, spindle 60, end caps61 and 62, spacer 63, and elastic means 66 and 67 (see FIG. 7).Initially, the quick release clamping mechanism includes spindle 60which is axially positioned through axle 10 (or axles 11/12). On one endof spindle 60 is end cap 61 which has an outer edge which is larger indiameter than the axle and an inner portion which extends into thehollow axle 10/12. End cap 61 also has a threaded hole in the centerwhich receives a threaded end of spindle 60. The diameter of the innerportion of end cap 61 should be less than the inner diameter of axle10/12 so that it may freely rotate therein. The opposite end of spindle60 includes end cap 62, which is substantially the same shape and sizeas end cap 61, except that the hole in its center need not bethreaded—it must only be greater in diameter than spindle 60. Also, thecorresponding end of spindle 60 is securely fixed to lever 64 throughpivot 65 which is perpendicular to spindle 60 as shown. Pivot 65 istypically a solid piece having a diameter greater that the diameter ofspindle 60 to provide a strong and stable interconnection between lever64 and spindle 60. The quick release mechanism also comprises spacer 63having a rounded indentation which is substantially the same shape asthe curvature of lever 64 at pivot 65. Lever 64 is affixed to pivot 65on both ends (only one of which is depicted in FIGS. 6 & 7) having holessubstantially the same diameter as the diameter of pivot 65. When lever64 is disengaged (i.e., rotated counter-clockwise on pivot 65 in FIG.7), springs 66 and 67 are extended, thereby releasing dropouts 80/82from end caps 61/62, as described above. Conversely, when lever 64 isengaged (i.e., rotated clockwise on pivot 65 in FIG. 7), springs 66 and67 are compressed, thereby fastening dropouts 80/82 with end caps 61/62,as described above.

Generally, spindle 60 is permanently fastened to pivot 65 in lever 64 insuch a manner as to allow lever 64 to rotate clockwise orcounter-clockwise on pivot 65 as indicated in FIGS. 6 and 7. Thisrotation allows the quick release mechanism to become engaged (closed)or disengaged (open), thereby securing wheel hub assembly 100 withindropouts 80/82 as previously described. This is accomplished through thecompression of elastic means 66 and 67 (preferably springs) which forcesend caps 61/62 toward axles 11/12 (or the respective ends of axle 10)and engage the outer edges of dropouts 80/82. The inner edge of dropouts80/82 then become engaged by the grooved edges 15/17 of bearing caps13/14 respectively. This secures wheel hub assembly 100 to dropouts80/82.

Next, referring specifically to FIG. 7, shown is a cross-sectional viewof yet another alternate embodiment of the front wheel hub assemblyshown in FIG. 1, also showing a quick release mechanism in accordancewith the present invention. Specifically, as shown in FIG. 7, axle 10further comprise exterior lips 9/9′ which provide a shelf for bearings40/42 to rest against as they are press fit onto the ends of axle 10,and interior lips 8/8′ which provide a shelf for elastic means 66/67 torest against as they are compressed by end caps 61/62—the quick releasemechanism would be clumsy and inefficient without interior lips 8/8′.Also, one end of spindle 60 is specifically threaded 59 for connectionwith end cap 61 which has an outer edge which is larger in diameter thanthe axle and an inner portion having a diameter less than axle 10 (oraxles 11/12) so that it may extend into axle 10 (or axle 11 or 12) andfreely rotate. End cap 61 has a threaded hole in its center to receivethreaded end 59 of spindle 60. Also, specifically shown in FIG. 7 arebearing caps 13/14 which may alternatively have raised edges 13′/14′which are directly adjacent to bearings 40/42 (i.e., not separated bywashers 41/43). Alternatively, and not shown, bearing caps 13/14 mayhave solid surfaces such that the entire surface of washers 41/43 are incontact with the surfaces of bearing caps 13/14.

Furthermore, it will be appreciated that the invention can be achievedwithout the use of the quick release system. This could be accomplishedby using nuts or other threadably fastenable devices on the ends ofspindle 60, which can be tightened and loosened with conventional tools.This could also be accomplished by manufacturing the axles 11 and 12 (oraxle 10) such that they extend beyond the edges of the dropout andhaving threads on the ends of the axles 11 and 12 (or axle 10) which canreceive nuts or other threadably fastening devices, which can betightened and loosened with conventional tools.

The following Front Axle Connection Stiffness Analysis was performed todemonstrate that the new axle connection design according to the presentinvention offers substantially greater stiffness than conventional axledesigns. As will be evident from the following tables, the newconnection of the present invention provides improved functionality athigh velocity and impact loads.

The analysis was performed using the following front fork models: (1)fork φ30 MTB Z1 BAM 99; and (2) fork φ30 GT BAM.

The following elements are the references used in the coordinate system(using the right hand rule) for performing the analysis:

(1) origin: the center of the axle;

(2) X axis: the normal direction to the fork axis;

(3) Y axis: the transversal direction to the fork axis; and

(4) Z axis: the direction of the fork axis.

It is important to note here the differences between the axle connectiondesigns as used in the performance of this stiffness analysis. First,the width connection extremity on the wheel axis differed significantly.That is, the New Axle design is 20.0 mm while the Old Axle designs are8.6 mm. Second, the position of the axle-dropout connection with respectto the fork differs greatly. In the New Axle design it is positioned infront of the fork axis, while in the Old Axle design it was positionedto the side of the fork axis. Third, the diameter of the wheel axlediffered significantly. That is, the New Axle design is 20.0 mm whilethe Old Axle designs are 9.0 mm. As described previously, these are someof the novel aspects of the present invention. Lastly, the wheel axlelength was 100.0 mm for both the New Axle and the Old Axle designs.

It is also important to note here that both axle designs comprise thesame material composition of Aluminum. Table 1 below demonstrates themechanical properties of Aluminum, the material used in both the NewAxle and Old Axle designs used in this stiffness analysis.

TABLE 1 MECHANICAL PROPERTIES OF ALUMINUM - OLD & NEW AXLE Density ρ  2.7 kg/dm³ Yield stress σ-sner   280 N/mm² Polsson ratio ν  0.33Longitudinal elastic modulus E 70,000 N/mm² Shear elastic modulus G70,000 N/mm²

During the stiffness analysis, various loads were applied to both theNew Axle and the Old Axle samples. The three different loads appliedwere: (1) braking load; (2) frontal impact load; and (3) vertical jumpload. These were applied as shown below in Table 2.

TABLE 2 APPLIED LOADS - OLD & NEW AXLE Load Type Fx Fy Fz Braking 550 N200 N 1200 N Frontal Impact 1000 N 200 N  750 N Vertical Jump −500 N 200N 1500 N

The above mentioned mechanical property values (Table 1) have beencalculated at the center of the wheel axle, while the above mentionedinduced loads (Table 2) were calculated on the axle-dropout connection.

To analyze the efficiency of the New Axle design, the critical sectionof the axle-dropout interface have been taken into account. These arethe sections with the lowest stiffness values and therefore result inthe maximum deflections.

The following tables demonstrate the initial data used in the stiffnesscalculations, as well as the stress and stiffness results obtained andcalculated. First, Tables 3A & 3B present the geometrical data for eachaxle design.

TABLE 3A GEOMETRICAL SECTION DATA - NEW AXLE Section center of gravityreferred to origin coordinate system Distance X x 10 mm Distance Y y 50mm Distance Z z 9 mm Rotation angle of the section referred to origincoordinate system Rotation around X α 0 deg Rotation around Y β 45 degRotation around Z γ 0 deg Bending stress amplification factor αkf 1Shear stress amplification factor αkt 1 Area A 500 mm² Shear area X Sax333 mm² Shear area Y Say 333 mm² Inertial moment X lx 26,042 mm⁴Inertial moment Y ly 16,667 mm⁴ Polar inertial moment Jt 38,825 mm⁴Resistence bending modulus X Wx 2,083 mm³ Resistence bending modulus YWy 1,667 mm³ Resistence torsional modulus Wt 3,106 mm³

TABLE 3B GEOMETRICAL SECTION DATA - OLD AXLE Section center of gravityreferred to origin coordinate system Distance X x 10 mm Distance Y y 38mm Distance Z z 12 mm Rotation angle of the section referred to origincoordinate system Rotation around X α 0 deg Rotation around Y β 45 degRotation around Z γ 0 deg Bending stress amplification factor αkf 1Shear stress amplification factor αkt 1 Area A 170 mm² Shear area X Sax113 mm² Shear area Y Say 113 mm² Inertial moment X lx 8854 mm⁴ Inertialmoment Y ly 656 mm⁴ Polar inertial moment Jt 2,620 mm⁴ Resistencebending modulus X Wx 708 mm³ Resistence bending modulus Y Wy 193 mm³Resistence torsional modulus Wt 771 mm³

Second, after the induced stress has been applied, the stresscalculation has been made for each of the three load types (i.e.,braking, frontal impact and vertical jump)—the results are shown belowin Tables 4A, 4B, 5A, 5B, 6A & 6B. Note that the stress calculation hasbeen carried out using the S. Venenate theory, and the different lengthsof the two sections have been taken into account. As will be seen, muchbetter stress result appear for the New Axle than for the Old Axledesign.

TABLE 4A INDUCED STRESS CALCULATION - NEW AXLE BRAKING LOAD TYPE Forcesand moments on the section Normal force N 549.19 N Shear force T1 655.01N Shear force T2 100.00 N Bending moment M1 15.07 Nm Bending moment M28.48 Nm Torsional moment Mt 8.22 Nm Stress calculation Stress due tonormal force σ_(N) 110 N/mm² Stress due to bending moment M1 σ_(F1) 7.24N/mm² Stress due to bending moment M2 σ_(F2) 5.08 N/mm² Torsion stressdue to Mt τ_(T) 2.65 N/mm² Shear stress due to T1 τ₁ 1.97 N/mm² Shearstress due to T2 τ_(g) 0.30 N/mm² Von Mises stress (x αk) σ-VM 15.89N/mm²

TABLE 4B INDUCED STRESS CALCULATION - OLD AXLE BRAKING LOAD TYPE Forcesand moments on the section Normal force N 549.19 N Shear force T1 655.01N Shear force T2 100.00 N Bending moment M1 22.34 Nm Bending moment M29.30 Nm Torsional moment Mt 11.73 Nm Stress calculation Stress due tonormal force σ_(N) 3.23 N/mm² Stress due to bending moment M1 σ_(F1)31.56 N/mm² Stress due to bending moment M2 σ_(F2) 48.19 N/mm² Torsionstress due to Mt τ_(T) 15.21 N/mm² Shear stress due to T1 τ₁ 5.80 N/mm²Shear stress due to T2 τ_(g) 0.88 N/mm² Von Mises stress (x αk) σ-VM91.23 N/mm²

TABLE 5A INDUCED STRESS CALCULATION - NEW AXLE FRONTAL IMPACT LOAD TYPEForces and moments on the section Normal force N 622.45 N Shear force T1581.75 N Shear force T2 100.00 N Bending moment M1 9.45 Nm Bendingmoment M2 8.25 Nm Torsional moment Mt 13.84 Nm Stress calculation Stressdue to normal force σ_(N) 1.24 N/mm² Stress due to bending moment M1σ_(F1) 4.53 N/mm² Stress due to bending moment M2 σ_(F2) 4.95 N/mm²Torsion stress due to Mt τ_(T) 416 N/mm² Shear stress due to T1 τ₁ 1.75N/mm² Shear stress due to T2 τ_(g) 0.30 N/mm² Von Mises stress (x αk)σ-VM 15.56 N/mm²

TABLE 5B INDUCED STRESS CALCULATION - OLD AXLE FRONTAL IMPACT LOAD TYPEForces and moments on the section Normal force N 622.45 N Shear force T1581.75 N Shear force T2 100.00 N Bending moment M1 14.02 Nm Bendingmoment M2 9.75 Nm Torsional moment Mt 20.06 Nm Stress calculation Stressdue to normal force σ_(N) 3.66 N/mm² Stress due to bending moment M1σ_(F1) 19.80 N/mm² Stress due to bending moment M2 σ_(F2) 50.52 N/mm²Torsion stress due to Mt τ_(T) 26.01 N/mm² Shear stress due to T1 τ₁5.15 N/mm² Shear stress due to T2 τ_(g) 0.88 N/mm² Von Mises stress (xαk) σ-VM 92.48 N/mm²

TABLE 6A INDUCED STRESS CALCULATION - NEW AXLE VERTICAL JUMP LOAD TYPEForces and moments on the section Normal force N 606.72 N Shear force T179.51 N Shear force T2 100.00 N Bending moment M1 18.82 Nm Bendingmoment M2 9.76 Nm Torsional moment Mt 7.59 Nm Stress calculation Stressdue to normal force σ_(N) 1.21 N/mm² Stress due to bending moment M1σ_(F1) 9.04 N/mm² Stress due to bending moment M2 σ_(F2) 5.85 N/mm²Torsion stress due to Mt τ_(T) 2.44 N/mm² Shear stress due to T1 τ₁ 2.31N/mm² Shear stress due to T2 τ_(g) 0.30 N/mm² Von Mises stress (x αk)σ-VM 18.33 N/mm²

TABLE 6B INDUCED STRESS CALCULATION - OLD AXLE VERTICAL JUMP LOAD TYPEForces and moments on the section Normal force N 606.72 N Shear force T1769.51 N Shear force T2 100.0 N Bending moment M1 27.89 Nm Bendingmoment M2 10.50 Nm Torsional moment Mt 10.81 Nm Stress calculationStress due to normal force σ_(N) 3.57 N/mm² Stress due to bending momentM1 σ_(F1) 39.39 N/mm² Stress due to bending moment M2 σ_(F2) 54.40 N/mm²Torsion stress due to Mt τ_(T) 11.02 N/mm² Shear stress due to T1 τ₁6.81 N/mm² Shear stress due to T2 τ_(g) 0.88 N/mm² Von Mises stress (xαk) σ-VM 104.38 N/mm²

Next, the following tables demonstrate the fundamental stiffness in boththe New Axle and Old Axle designs, which shows the extent of theimproved stiffness and rigidity of the wheel hub/axle assembly of thepresent invention over the conventional designs.

TABLE 7A STIFFNESS - NEW AXLE Geometrical Analysis Length of theconstant section L 5 mm Area A 500 mm² Shear area X Sax 333 mm² Sheararea Y Say 333 mm² Inertial moment X lx 16,667 mm⁴ Inertial moment Y ly2,6042 mm⁴ Polar inertial moment Jt 38,825 mm⁴ Stiffness Longitudinalstiffness K_(N) 7.0E + 6 N/mm Bending stiffness X K_(F1) 233.3E + 6 N/mmBending stiffness Y K_(F2) 364.6E + 6 N/mm Torsional stiffness K_(T)543.6E + 6 Nmm

TABLE 7B STIFFNESS - OLD AXLE Geometrical Analysis Length of theconstant section L 5 mm Area A 170 mm² Shear area X Sax 113 mm² Sheararea Y Say 113 mm² Inertial moment X lx 655 mm⁴ Inertial rnoment Y ly8,854 mm⁴ Polar inertial moment Jt 2,620 mm⁴ Stiffness Longitudinalstiffness K_(N) 1.3E + 6 N/mm Bending stiffness X K_(F1) 6.1E + 6 N/mmBending stiffness Y K_(F2) 68.9E + 6 N/mm Torsional stiffness K_(T)20.4E + 6 Nmm

In conclusion, Table 8 below shows the results of the stiffness analysisdescribed in the tables above.

TABLE 8 TEST RESULTS - INCREASED STIFFNESS Longitudinal stiffness ΔK_(N)  529% Bending stiffness X ΔK_(F1) 4,580% Bending stiffness Y ΔK_(F2)  529% Torsional stiffness ΔK_(T) 2,667%

Shown in Table 8 is the increased fundamental stiffness (in percentages)of the wheel hub/axle design of the present invention (New Axle) overconventional axle designs (Old Axle). The increase in bending stiffnessin the “F1” direction is primarily due to the increased width of theaxle-dropout connection of the present invention, while the differencein the torsional stiffness is primarily due to the increased axlediameter of the present invention.

While the present invention has been described with reference to one ormore preferred embodiments, such embodiments are merely exemplary andare not intended to be limiting or represent an exhaustive enumerationof all aspects of the invention. The scope of the invention, therefore,shall be defined solely by the following claims. Further, it will beapparent to those of skill in the art that numerous changes may be madein such details without departing from the spirit and the principles ofthe invention. It should be appreciated that the wheel hub assembly ofthe present invention is capable of being embodied in other formswithout departing from its essential characteristics.

What is claimed is:
 1. A wheel hub assembly for interconnecting a wheelto a fork assembly of a bicycle, said wheel hub assembly comprising: ahub; an axle having a diameter of greater than nine millimeterspositioned axially within said hub such that first and second ends ofsaid axle extend therefrom; first and second bearings; first and secondend caps; and fastening means for securing said wheel hub assembly tosaid fork assembly; wherein said axle has an inner bore there throughfor containing said fastening means; wherein said axle extends fromfirst and second ends of said hub; wherein said first bearing and saidfirst end cap are positioned axially on a first end of said axle, andsaid second bearing and said second end cap are positioned axially on asecond end of said axle; and wherein said fastening means comprises aspindle, a lever, a spacer, first and second end nuts, and first andsecond elastic means for allowing compression and expansion of saidfastening means through rotation of said lever, a first end of saidspindle having said lever rotatably affixed thereto, said spacerpositioned axially around said spindle adjacent to said lever, saidfirst end cap positioned axially around said spindle adjacent to saidspacer, said first elastic means positioned axially around said spindlewithin said first end of said axle such that it is adjacent on one endto a first interior lip within said axle and on its other end to saidfirst end nut, said spindle positioned axially within said axle suchthat each end of said spindle extends from each of said first and secondend of said axle, and said second elastic means positioned axiallyaround said spindle within said second end of said axle such that it isadjacent on one end to a second interior lip within said axle and on itsother end to said second end nut.
 2. A wheel hub assembly according toclaim 1, wherein said axle is at least fifteen millimeters in diameter.3. A wheel hub assembly according to claim 1, wherein said axle is atleast twenty millimeters in diameter.
 4. A wheel hub assembly accordingto claim 1, wherein the outer surfaces of said first and second bearingcaps are grooved.
 5. A wheel hub assembly according to claim 4, whereinsaid grooved surfaces of said outer surfaces of said first and secondbearing caps are positioned such that said grooved surfaces are adjacenta surface of said fork assembly.
 6. A wheel hub assembly according toclaim 1, wherein said hub is fastened to said fork assembly at first andsecond dropouts, wherein said dropouts each have a width of at leasttwenty millimeters.
 7. A wheel hub assembly according to claim 1,wherein said first and second end caps are screwed onto said first andsecond ends of said axle.
 8. A wheel hub assembly according to claim 1,wherein said fastening means comprises a quick-release system.
 9. Awheel hub assembly according to claim 8, wherein said quick-releasesystem comprises said spindle, said lever, said spacer, said first andsecond end nuts, and said first and second elastic means.
 10. A wheelhub assembly according to claim 8, wherein said elastic means allowcompression and expansion of said quick-release system.
 11. A wheel hubassembly according to claim 1, wherein said first and second elasticmeans are selected from the group consisting of a spring, a helicalspring and an elastomer.
 12. A wheel hub assembly according to claim 1,wherein said hub comprises means for attaching said hub to said wheel.13. A wheel hub assembly according to claim 12, wherein said means forattaching comprises a least one flange having a plurality of holes foraccepting spokes to interconnect said hub to said wheel.
 14. A wheel hubassembly according to claim 12, wherein said means for attachingcomprises bearings positioned on an outer surface of said hub such thatsaid bearing interface with an inner surface of said wheel.
 15. A wheelhub assembly according to claim 1, wherein said fork assembly comprisesdropouts on its lower end.
 16. A wheel hub assembly according to claim15, wherein each of said dropouts comprise means for opening and closingsaid dropout such that when said dropout is opened an end of said axlemay be positioned therein and when said dropout is closed said end ofsaid axle is secured therein.
 17. A wheel hub assembly according toclaim 16, wherein said means for opening and closing are c-clamps.
 18. Awheel hub assembly according to claim 17, wherein said c-clamps aresecured in the closed position by screws.